Dumping-car



(No ModeL) 2 Sheets-Sheet 1. D. S. STIMSON.

1 DUMPING UAR. No. 319,638. Patented June 9, 1885.

tries.

WATENT DAVID S. STIMSON, OF CONCORD, NEW HAMPSHIRE, ASSlGNOR TO C. L. VAN

WORMER, OF MELROSE, MASSACHUSETTS.

DUMPING-CAR.

SPECIFICATION forming part of Letters Patent No. 319,638, dated June 9, 1885.

Application filed October 8, 1884. (No model.)

To all whom it may concern:

Be it known that I, DAVID S. STIMSON, a cit i zen of the United States, residing at Concord, in the county of Merrimac and State of New Hampshire, have invented certain new and useful Improvements in Dump-Cars, of which the following is a full, clear, and'exact description.

My invention relates, principally, to an improved combination of devices for tilting the car, or holding it at any desired inclination, to improved means for steadying it, also to the means for latching the doors, and, finally, to an improved transom, all of which will be I 5 described below,and pointed out in the claims.

In the accompanying drawings, forming part of this specification,si-milarletters of reference indicate corresponding parts in all the figures, of which Figure 1 represents a side elevation of a dump-car to which my improvements are applied. Fig. 2 is an enlarged longitudinal section of a portion of the sills and flooring, and shows the forward end having the bevel and spur gears which form part of the tilting mechanism in their proper position. Fig. 3 is a cross-section showing thechain and chainpulleys in elevation, and the manner of attaching them both to the car and the truck. Fig. 4. is a section showing the steady-links in position and hooked over the lugs projecting from the truck-bolster, by which the car is held level. Fig. 5 is a sectional end view of the ear-body with the sills in section, and ex- 3 5 posing to view the levers by which the steadylinks are operated, and the shaft or rod carrying the brake-wheel, and the spur-gear into which the double dog may engage. Fig. 6 shows a detail plan view of the said spur-gear and its double-ended dog, as they appearin position on the floor of a car. Fig. 7 is'a front elevation of the king-bolt in position in the car-bolster plate shown in section. Fig. 8 is a cross-section of Fig. 7, taken through the vertical center of the king-bolt. Fig. 9 is a detached sectional view of the gearing shown in Fig. 2, enlarged twice. Fig. 10 is a front view of the car-bolster, showing the sills in section. Fig. 11 is a plan view of two of the iron plates which rest on two of lines.

the inside sills and form seats for the top irons. Fig. 12 is a crosssection of that part of Fig.

10 which is at the left of line 00 m. Fig. 13 shows a portion of one of the inside sills having in position both of the steady-links, the rod which connects them with the lever at the forward end of the car (said rod and sill being broken near center) by which they may be moved into the position shown in dotted Fig. 14 is a portion of a truck-bolster, having the lug in position, and a section of a steady-link hooked onto it, as when the car is in a level position. Fig. 15 shows the left side of the same. Fig. 16 is an enlarged perspective view of one of the chain-pulleys and the box in which it is hung, bolted to the inner side of one of the side sills.

The trucks used under my improved car may be of any approved construction, there being nothing in my improvements which would necessitate any material alteration. The car-body is similar to an ordinary fiat car, having sides and ends, but as the car must be capable of being tilted at either side, the sides must be either hinged at their tops to 5 the side posts or hinged to the side sills, orso constructed as to be easily removed for the purpose of dumping a load. Regarding this feature I have attempted no improvements, the principal novelty in the present invention being the mechanism employed for tilting the car. A-winding'shaft, A, is supplied with a hand-wheel, A, at its top similar to those used on the ordinary brake-shaft and supported near its top by a bearing, a, attached to the forward end planks of the car, the lower beau ing being had in a casting, B, which is secured between the two sills nearest to the longitudinal center of the car. This casting B is cored rectangular, and may have a top, bottom, sides, 0 and front end, or it may be formed open at both ends, as is shown in the drawings. Gearing is placed in the cored part of this casting B comprising a spur-pinion, C, which is carried on the shaft A, near its lower end, as shown, and which engages in the spur-gear D, to the bottom of which is cast a bevel-pinion, D, which engages with bevel-gear E secured to shaft F. This central shaft runs from the above-mentioned gearing rearward as far as the rear car-bolster, where it may be supported in any suitable manner. A chain, G, is provided in connectionwith the said gearing for the purpose of tilting the car. One end of said chain is secured in some suitable manner either to the lower areh-bars, or the spring-plank of either side of a truck, and is carried thence over a chain-pulley, H, hung in a suitable casting, I, which is bolted to the inner side of either side sill, thence under chain-pulley H, over chain-pulley H which is secured to the central shaft, F, under chainpulley H over chain-pulleyH and thence to the opposite side of a truck, where it is secured at its opposite end. Thus said chain G runs continuous from one to the other side of the truck, passing on its way over and under the various chain-pulleys. By turning the winding-shaft A to the right, that side of the car seen in Fig. 1 will be lowered, and by turning said winding-shaft to the left the same side will be elevated, and consequently the opposite lowered, and by aid of the doubleended dog 0 the car may be retained at any angle desired by simply placing one or the other end of said dog between the teeth of the gearpinion G. If desired, an additional gear may be used on the winding-shaft A outside and on top of the casting B, and the said casting be lowered so that its top face is flush with the floor of a car, in which case the dog 0 would operate in said outside gear. I use the chain and chainpnlleys for both trucks, the

central shaft F extendingfar enough rearward to operate the rear chain simultaneously with the forward chain, both being operated by the winding-shaft A.

To prevent the car from tilting out oflevel while in motion on the rails or from any other cause, the links J are provided, there being four in all-two for each truck. These links aresuspended from the two inside sills of the car next nearest to the'side sills by passing through an eyebolt, K, extending up and through the sill and secured therein by a nut threaded thereto, as seen best in Fig 13. To one side of each steady-link J, near the top, is welded or otherwise rigidly fastened a lever, j, as seen in Figs. 4, 13, and by dotted lines in Fig. 1. The upper ends of the two levers j on either side of the car are pivoted to the rod L, which is connected at the forward end of the car with alever, M, by which the steady-links may be changed from one to another position, as seen by full and dotted lines in Fig. 13. The lower end of said steady-links may be hooked under suitable lugs,m,bolted to the truck-bolsters, (see Figs. 1, 14, and 15,) and when it is desired to hold the car level the levers M should both be placed as seen in Fig. 1; but when the car is to be tilted to either side both'levers M should be pulled forward to the position shown by dotted lines, Fig.13.

plate 0, which is secured to the car-bolster and at the point of union with the lower part both connecting ends it are swelled, so as to leave as much or more metal surrounding the rivet as is displaced by the holes made to receive a pivot, 12, thus adding strength where it is most required.

A transom reaching from one to the other of the side sills of the car is provided for the purpose of preventing the car from sagging at its sides, and thus presenting the appearance, when viewed in cross section, of a convex flooring. One of these trausoms is placed over each car-bolster, and they are composed of the following parts, viz: The wrought-iron bars P, about two and one-quarter inches by fiveeighths of an inch, are placed (four, more or less) edgewise upon the cast-iron bed-plates Q, there being one of said bed-plates for each inside sill, said sills being grooved from side to side sufficiently to allow the tops of said bed-plates to be flush with said sills.

Flanges q are formed upon the top of these plates Q, between which the bars I? will rest, and there be held edgewise. The ends I? of the bars 1? are bent on a former at right angles, so as to pass down on the inside of theoutside sills of the car, the bottomsp of which are again bent, so as to lap under said side sills, said construction of the bars P being shown in Fig. 10. Between said parts P of the bars P are cast-iron plates It, similar in construction to the bed-plates Q, and being provided with flanges, between which the parts Pof the barsPare placed. Suitable wroughtiron arch-bars, W, pass underneath all four of the inside sills between said sills and the car-bolster, secured in place in a manner to be hereinafter described, extending thence upward and outward until they reach the angle 19 at either end of the bars 1?, just inside of the outside sills. Stay-plates S are provided, which are depressed in grooves formed in the top edge of said bars 1?, and the ends 8 of said plates are bent so as'to lap over each outside bar, I, as seen in Fig. 10. Said stay-plates and the ends of the arch-bars W are secured in their respective positions by means of screwstuds S, the upper ends of which pass through said stay-plates and are spread over or otherwise fastened therein without the aocustomary head, the lower ends passing downward between the bars 1? and through the arch-bars W, where they are provided with a nut. Similar stay-plates, T, are placed against the parts P or the bars P, their ends tlapping over the said parts 1? of the outside bars, P, and are secured thereon by the bolts V, which pass through the outside sills, the plates R, and said stay-plates T. Said platesRare further secured by the bolts V, which also pass through the outside sills below the bolts V. Suitable bolts, U, pass upward through the car-bolsters, thence through the arch-bars W, the'two. inside sills next nearest to and on either side of the king-bolt or center-plate,

and the bed-plates Q, which rest upon the top of said sills, two of said bolts in each of said sills serving to hold all of said parts firmly together. The bolts U pass through the bedplates Q, which rest upon the remainder of the inside sills, also through said sills, and the arch-bars W, as seen in Figs. and 11. Latches Y operate vertically on the outside of the side sills and serve to hold the swing-doors closed. When pushed up, the top ends will lap an inch or so over the lower edge of said swing-doors, and when dropped down said doors will be free to swing. The lower ends of said latches are pivoted to horizontal levers projecting outward from a shaft, Y, to which they are rigidly attached. Said shafts (there being one for each swingdoor) run lengthwise of the car, and are hung underneath the outside sills, and about midway from either side thereof, by means of eyebolts the eyes forming bearings for said hafts, the bolt part passing up through said outside sills and secured at the top thereof by suitable nuts. Thus the said eyebolts f m adjustable bearings for the shafts Y; theref re if the latches Y happen to be forged a li l too short or too long to operate perfectly on the swing-doors the evil may be remedied y raising or lowering the said eyebolts.

What I claim, and desire to secure by Let ters Patent of the United States,-is

1. The combination of the winding-shaft A and its spur pinion C, with the spur-gear D, the bevel pinion and gear D E, the shaft F, the chain G, and the chain-pulleys H H, H*, H, and H, the free ends of said chain being fastened to the sides of the truck, and the pulleys being located substantially as shown and set forth.

2. The double ended dog 0, combined with the spur-pinion O and its shaft A, the spurgear D, the bevel pinion and gear D E, the shaft F, the chain G, and the chain-pulleys H H, H, H, and H, the said chain and pulleys being arranged substantially as shown, as and for the purpose set forth.

3. The cored casting B, adapted to afford a bearing for the shafts A and F and the bevelpinion D, and to inclose the spur-gearing O D and the bevel-pinion D, combined with the said shafts A and F, the latter provided with a bevel-gear E and a chain G, said chain being arranged in connection with pulleys H H H*, H, and H, substantially as shown, and fastened to thetruck, as and for the purpose set forth.

4. The combination of the shaft A and its spur-pinion O with the double-ended dog 0, the cored casting B, the spur-gear D, the bevelgearing D E, the shaft F, the chain G, and pulleys H, H H, H, and H, the said chain and pulleys being arranged substantially as shown, as and for the purpose set forth.

5. The steady-links J J, having the rigid lever j, and pivoted toithe eyebolts K, combined with the stud m, rod L, and operatinglever M, as set forth.

6. The operating-shaft Y, combined with the vertically-moving latches Y, and the vertically-adjustable eyebolts y, substantially as set forth.

7. As a transom, the bars 1? 1?, having their ends bent down and outward, and provided with lap-ended stay-plates S and T, combined with the inside sills, provided with the vertically-flanged bed-plates Q Q, the arch W, the plates R R, and the outside sills, all the parts being bolted together, substantially as shown, as and for the purpose set forth.

In testimony that I claim the foregoing as my invention I have hereunto set my hand in presence of two witnesses.

DAVID S. STIMSON.

Witnesses:

J. B. THURSTON, NATHANIEL E. IVIARTIN. 

